Railway crossing



.4 w HG1 O .|55 l i Nmt CCS MY@ .Au TWA .Id www .l F 6. 2 9 1 9 2 e n u J Z [Izaerzz @Mawr num lPatented June 29, 1926.

` vUNITI-:n STATES :PATENT oFFic-E.

WILLIAI T. MONINCH, QF CHICAGO HEIGHTS, ILLINOIS, ASSIGNOiB, T0 .AIERIGAN MANGANESE MAINE. Y

STEEL coMrANY, or unicaen, :n.Lnqora,A .a coaronmrorr oir RAILWAY cnossme. Y

Appuqaaoncmea august 30, 1924. semi Ravenne. v

This invention relates to railway crossings in which intersecting treads, guards, and angeways are formed 1n a single casting. In crossings of this kind it is found The object of the present invention .is t0.

l5 so design a crossing ofthe kind"desoribed, that it will oier greater resistance to the tendency to crack under the stressesv incident to use, and ythe invention proceeds upon the principle of developing such ver.- tical dimension in the side walls of the flangeways as will insure substantial re, siliency in said walls and adapt them to absorb a sufficient portion of the wheel Shock, which would otherwise be imparted 25, to the web which constitutes the'ilangeway bottom, to thereby save the latter from destructive strains.

` In the preferred embodiment of the invention which is selected for purposes of so illustration, the abnormal depth of the.

flangeways exists not only at their interL section, but continues in each angeway, in

vopposite directions from the point of intersection a distance proportional to the range of iniiuence of -wheel shock to be guarded against, and then gradually decreases until it merges with the normal depth of the flangeway at points where wheel shock becomes substantially dissiated.

In the accompanying rawing-fj Figure 1 is a plan View, and Figure 2 a section on the line 2"--2x of Figure 1, ofla railway crossing designed. in accordance with the distinguishing principle of the present invention. 1 represents the treads, 2 the guards, and

3 the angeways of a crossing. While the ilangeways 3 are ordinaril formed at a' depth lwhich is merely su cient to ai'ord ample clearance for the iianges of the wheels, vfor instance, a depth about equal to the width of the flangeway, the present invention develops these flangeways with their bottoms 3IL at such a low level at and `adjacent to the point of intersection 4 of 55 the crossing as to give a depth of iangew'ayv at such point which ismuch greater than (for instance, abouttwice) -the width thereof,` or 4of the web or bottom of the langeway which it is to protect, so that the vertical walls of these angeways at and adjacent. tov the intersection will have a. dimension suc'h as indicated at X in Figure 2, instead of the normal dimension such as indicated at Y in said ure, with the result that resiliency willbe eveloped in these side walls of an order thatis suiiicient t0 largely absorb the shock transmitted by the wheel as it crosses the intersecting flan eway, instead of imparting said shock to t e bottom of the flangeway, and withavoidance of, or such substantial reduction -in the lexure of the web at the point 4 as will prevent overreaching the elastic limit or development of crystallization of the metal, or. other adverse influences, which, with-Hangeways of normal depth, have been found to produce cracks and impair the lasting quality of the crossing. A l

While the lower level of langeway web 3@ is shown extending in a horizontal line .an appreciable distance on either side of the intersection 4, and thereafter. mergingthrough inclines 3h with the normal depth 'of the flangeway 3, it is obvious that the ss' angle of inclination might Ibe changed, or the substantially strai ht -portion of the.v lower level web might ge increased, without departing from the spirit ofthe invention.

I claim: 1. A railway 'crossing having intersecting langeways, a langeway at'the point of intersection having a depth substantially greater than its width, and the side walls which define said langeway having in- 95 herent resiliency s'uiicient to absorb a u'bstantial portionv of shock incident to j car wheel crossing the' angewa V f 2. A railway crossing 'having' a t ad portion interrupted by an intersecting. flangeway, and having 'said'angews at a eater depth immediately adjacent e point. of. intersection than at points remote vtherefrom.

3. A railway crossing having a tread portion interrupted by'. an intersecting flangeway, and having said flangeway at agreater lol loe

and having such depth gradually merge from the greater into the lesser dimension.

4. A railway crossing, comprising members forming an interrupted tread portion` and constitutingA side walls of a langeway intersecting said tread portion, said side walls being'mited by an integral web forming the bottom of the flangeway, said web being located in a plane sufficiently below the upper surfaces of said tread members to make the height of said walls materially greater than the distance between the walls, and to develop in said walls resiliency suf- {icient to absorb a substantial portion of shock incident to a car wheel striking the far wall in crossing the ilangeway.

5. Arailway crossing, comprising interseating tread portions, and intersecting ilangeways each subdividing the tread portion into .two members which constitute side walls of such langeway, each iangeway yincluding a web portion integrally uniting than the normal depth of langeway and developing in the side walls vertical dimensions suiicient to reduce bending strains in the bottom forming webs.

6. A railway crossing having intersecting flangeways in which a iangeway at and adjacent-,to thev point or"` intersection of the angeways has a depth approximately twice its width, and the side Walls of said flangeways having substantial resiliency in the direction of shock imposed by a wheel crossing the flangeway.

. Signed at Chicago Heights, Illinois, this 19th day of August, 1924.

' W. T. MCNINCH. 

